Aircraft



yAprilA s; 1937. 2,076,327 YRGEN, BARON SLBERG VON STACKELBERG AIRCRAFT Filed July 28, 1934 11 Sheets-SheetI 1 i ivy- 1- flyer?, .Baron Silbe? rvnfaclfel'berg l April 6; 1937. Q 2,076,327

YRGEN, BARON SILBERG VON STACKELBERG Aprl 6, 1937.

YRGEN, BARON SILBERG VON STACKELBERG AIRCRAFT Filed July 28, 1934 11 sheets-sheet s m 72 4.o f *oaf 69 s' /6B l] as l 4.54 n 145 if g3 16 4.54 /l l L 3 fr? 17a f l m agay. Z6.

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April e, 1937. 2,076,327

YRGEN, BARON SILBERG VON STACKELBERG AIRCRAFT Filed July 28, 1954 11 sheets-sheet 4' April 6, 1937. j

'- YURGEN, BARON SILBERG VON STACKELBERG AIRCRAFT Filed July 28, 1954 11`SheetS-Sheet 5 16o i755 l ,1% 16o L61 l ai .9. i5? A 159 f 15g I 15e Aril 6, 1937.

YURGEN, BARON SILBER@ VON 4STACKELBERG4 AIRCRAFT Filed July. 2s, 1934 l1 Shets-Sheet 6 3 wam Hgel?, Baron Jllber! Summen;

' April 6,1937. I 2,076,3274 ERG Y YRGEN, BARON SILBERG VON STACKELB AIRCRAFT Filed July 28,y 1954 11 sheets-sheet 8` @ragga /m mZf//at April s, 1937. X 2,076,327

YRGEN, BARON SILBERG VON STACKELBERG AIRCRAFT Filed July 28, 1934 11 Sheets-Sheet 9 1mm um Yurgen, Baron Silbe@ van aclelkrg April 6,- 1937. 2,076,327

YURGEN, BARON slLBAERG voN sTAcKELBr-:RG

AIRCRAFT Filed July 2s, 1934 11 sheets-sheet 1o www Hoyer?, aron allbery wm aclfelberg ,ZzW/m N April e, 1937.4 2,076,327

YRGEN, BARON SILBERG VON STACKELB-ERG AIRGRMTT Filed July 28, 1934 1l Sheets-Sheet 11 Pas/rfa l 3 Fbrmw JZ'. 153@ Ywyen, Buro Silbe@ vw( a'ckclbery Patented Apr. 6, 1937 AIRCRAFT Yrgen Baron snberg von stackelberg, Banfi-- more, Md., assignor of one-half to Margaret G Doll, Baltimore, Md.

Application July 2s, 1934, seranV No.l '137,42

1,?. Claims.

This invention relates to aircraft, and more particularly to a ying machine which can be piloted in the same manner as conventional aeroplanes, as regards take-offs, landings, and hori- 5 zontal flying etc.; also embodying the helicopter.

principle so that vertical, or substantially vertical,

' rising into the air and subsequent similar landingv T3 made, and the desired altitude attained, lthe machine can beconverted, while hovering, or, while in flight, so that horizontal flight may be had as in conventional aeroplanes, and if desired, then reconverted, while in flight so that a vertical or substantially vertical ascent or descent may be made, or the landing may be made in the same manner as is customary with conventional aeroplanes, and in the event of failure of the motive power, auto-rotation of the sustainingblades is effected and a safe descent thereby made.

My machine is also capable of taking-off as is customary. with conventional `aeroplanes, and when proper altitude has been attained, converting the same to the helicopter principle, .so as to hover, or to ascend or descend vertically, or substantially vertically. In other words, I have devised a machine which may be converted, and reconverted at wil1,while grounded, While hovering,

or in flight, respectively, into a helicopter, or an ,g5 aeroplane or'vice-versa, and, as before stated, during flight, in event of failure of motive power,

auto-rotation will be effected, and consequent safe landing. v 1

' The primary object of the present invention,

4 therefore, is to provide a flying machine, whereby rotatable multi-'bladed assembly, which can be associated with the fuselage of the plane, as a sa unit.

the same can be operated as a conventional aerol Another object of the invention resides in providing a novel braking means for stopping rotation of the unitary multi-blade assembly.

Another object of the .invention is to provide a novel braking or clutching means for gearing so I 5 that in the event of or failure of proper actuation of the gears, etc., a slipping action will take place and thereby not disrupt, break or harm any of the various rotating parts.

Another object of the invention is to provide a braking means which will'effect stOIJDage of the multi-blade assembly in a` predetermined position with respect to the fuselage.

To the accomplishment of the foregoing and such other objects as may hereinafter appear, 15 this invention consists in the construction, com' bination and arrangement of parts hereinafter described and then sought to be defined in the appended claims, reference being had to the accompanying drawings whichshow, merely for the purpose of illustrative disclosure, one embodiment of this invention, it being expressly understood, however, that various modifications and changes may be made in practice within the scope of the claims Without digressing from my inventive idea. 25

In the drawingsz- Figure 1 is a top plan view of an aircraft to which my improvement has been applied, showing the same in position to be flown as a helicopter; Fig. 2 is a side elevation of the aircraft shown in 30 Fig. 1, and Fig. 3 is a front elevation of the aircraft shown in Fig. 1.

Fig. 4 isa top plan view showing the aircraft in position to be flown as a conventional aeroplane; Fig. 5 is aside elevation of the machineA 35 shown in Fig. 4; and Fig. 6 is a front elevation of the machine shown in Fig. 4.

Fig. '7 is a side elevation showing part ofthe fuselage broken away so as to disclose the operating or control lever and control wheel. 40

Fig. 8 is a top plan view of the rotatable wing assembly.

Fig. 9 is an enlarged side elevation showing the rotatable hub s trut supporting means and part of the mechanism for obtaining angularity or in clination of the blades.

Fig. 10 is a vertical sectional View of the supporting standard and the mechanisms associated therewith; Figs. 10n and 10h are side'elevational views :of the two-part rings.

Fig. I1 is a top plan detail. of the rotatable Abrace wire and strut attaching cap. v

Fig. 12 is 'a view, looking down, taken on the lines YI2 |2 of Fig. 10 showing the vertically 55 movable disk which forms part of the mechanism for effecting inclination of the blades.

Fig. 13 is a view taken on the lines I3-I3 of Fig. looking in the direction of the arrows.

Fig. 14 is a side elevation, partly in section of the gearing, etc. for eifecting inclination of the blades, etc.

Fig. 15 is a view taken on the lines I5--I5 of Fig, 14, looking down. i0 Fig. 16 is a View taken on the lines IG-IB of Fig. 14, looking down.

Fig. 17 is a view taken on the lines I 'I-I1 of Fig. 14 showing the means for locking the operating mechanism in its upper position; and Fig.

15 18 is a vertical sectional view of the same.

Figs. 19 and 20 are plan views of the means for braking or stopping rotation of the wing assembly; Fig. 21 is a sectional view taken on the lines 2I-2I of Fig. 19; Fig. 22 is a sectional view taken on the lines 22-22 of Fig. 19;; Fig. 23 is a sectional view taken on the lines 23-23 of Fig. 20; Fig. 24 is a sectional View taken on the lines 24-24 of Fig. 20; Fig. 25 is a vertical sectional view taken on the lines 25--25 of Fig. 10 25 and Fig. 26 is a sectional view taken on the lines 26-26 of Fig. 25, looking in the direction of the arrows.

Fig. 27 is a cross sectional view taken on the lines 21-21 of Fig. 10.

Fig. 28 is a top plan view partly in section showing mounting for motor adjacent the end of one of the blades; Fig. 29 is a vertical sectional view taken on the lines 29-29l of Fig, 28; Fig. 30 is a vertical sectional view taken on the lines 30--30 of Fig. V29 looking in the direction of the arrows.

Fig. 31 isa side elevational view partly in section showing the mounting of. one of the blades.

Fig. 32 is a plan view partly in section showing the manner of attaching the struts to the rotatable brake supporting hub. A

Fig. 33 is an enlarged vertical sectional view showing the locking means in Figs. 17 and 18;

Fig. 34 is an enlarged cross-sectional view taken on the lines 34-34 of Fig. 18.

Fig. 35 is a bottom plan view of one of the blades' showing the manner of attaching the struts thereto; and Fig. 36 is an enlarged detail in side elevation of the same; and

Figs. 37, 38 and 39 show the manner of mounting the operating and control lever.

The invention will be more readily understood by referring to the drawings which are described in detail as follows: A denotes the fuselage, of any desired contour, having the usual steering rudder B and horizontal rudder C which are controlled in the customary manner.

lA vertical standard I, preferably hollow and round, is xedly secured such as shown at .2, to the bottom of the interior of the body of the plane, and extends vertically upwardly a substantial distance beyond the top of the body of the plane.' as shown. A hollow cylindrical casing 3 which is xedly secured to standard I as at 2 as by welding, rivets, or in any .desired manner, surrounds a portion of the standard I, immediately above the top of the body of the plane, and encloses and supports mechanisms, presently to be described. 'I'he casing 3 is formed of two parts, or sections, 3' and 3, for a purpose later seen, the part 3a being secured in a groove 3bfas by welding, rivets, or bolts or the like 3c. The section 3* of the casing is cut-out, or rather has relatively wide vertical -slots 3 at diametrically opposite points throughout a portion of its length, for a purpose later seen. The casing section 3 is provided with an integral circumferential flange 4 adjacent its upper end, and

has a channel 5 therearound, in which channel thereby providing four diametrically disposed radially outwardly extending lugs for supporting and anchoring struts later referred to. The hub has a relatively wide flange I0 which is part of a brake mechanism and which is parallel with and slightly spaced from the underside of the circumferential flange 4, and extends toward, and slightly spaced from the casing 3, and overlies a portion of the ball race 6 and is spaced from the periphery of the casing 3, pro- Viding a space surrounding the casing, into which space a two-part ball race 6' is positioned, lling such space and engaging the casing 3, as shown. A two-part ring II may be secured to the top of the hub 'I in any desired manner, and serves to protect the ball races from the elements. l

A vertically movable brake shoe or ring- I2 sur-y rounds the casing 3 below the hub 'I andv is provided on its upper face with a friction lining I2EL adapted in one position to frictionally engage the under-side of the hub. The lining I2 is secured to brake ring I 2 in any desired manner. The brake ring I2 and the lining therefor are cut-out to provide oppositely disposed elongated cavities I3 and I4, see Figs. 19 to 26, inclusive, into which a large roller I3' and a smaller roller I4 are positioned and normally spring-pressed outwardly by means of springs I3 and I 4, respectively. The said rollers I3' and I 4 are adapted for engagement with complementary large and small recesses I5 and I6, respectively, formed in the underside of the hub flange I0, thereby providing braking and stopping means for the rotatable multi-blade assembly hereinafter described in detail, and also making it possible to stop rotation of the multi-blade assembly so that the blades will automatically assume correct predetermined position and arrangement with respect tothe fuselage whereby the plane may safely be converted from the helicopter principle to that of a conventional aeroplane capable of horizontal flying.

Adjacent the upper end of casing 3 there are two spaced circumferential flanges I8, forming therebetween a circumferential groove I9, into which a two-part rear ball race 20 is positioned, and also an upper ball race 2| and a lower ball race 22 spaced so as to provide a circumferential opening into which opening or space a ring 23 is arranged for free rotation. The ring 23 is in two parts to permit insertion and is held together by bolts or other desirable` securing means 24.

Intermediate the rotatable hub 1 and-the lowermost ange I8, there is a relatively thick vertically movable disk 25 provided with a central opening 26 through which the standard I extends. Two oppositely disposed arcuate slots 21 are formed in the disk 25 through which the casing 3 extends, see Fig. 12, it being understood that the disk 25 is mounted'on the casing section 3u before the same is attached tocasing section 3'.,

The periphery of the exterior portion of the disk 25 is cut out toform a circumferential groove 38, into which upper and lower two-part ball 15 races 3| are tted and between whichA ball races' a ring 32 is mounted for free rotation. The ring 32 is in two parts and is held together by bolts or rivets 33, or other desirable securing means.

A substantiallyinverted bell-shaped relatively thick hollow housing 35 comprising a support for the rotatable mu1ti-bladed wing assembly (presently to be described) is flxedly secured at 35,

in any desired manner, to and surrounds a por--l tion of the standard I abovethe casing 3, and has its flaring end extending uppermost. A tubular member 31 connects the housing 35 with. the

casing 3 and an opening 38, the purpose of which is later described, is provided in the lower part of a the housing 35. The housing 35 and the ro- 30 tatable blade supporting hub 48 which surrounds the standard I form an enclosure for gearing, etc. Within the said enclosure and surrounding the standard I are three freely rotatable superposed gears 4I, 42 and 43.

The gears 4I and 42 comprise, as shown, one gear with two sets of teeth thereon. The wing supporting hub 48 is substantially square, in plan, in its upper portion and is provided with a depending ilange 45 which4 is curved at 45 intermediate its corners, to receive the rounded, or

curved ends of the blades therein, but slightly spaced therefrom. The lower end of the flange l5 is circular and is complemental and of a corresponding shape to the ared open end 4,1 of the housing 35 and between which a circular ballrace 48 is positioned. A ball race 43 surrounds the standard I and is concentric with a central opening 58 in the hub 48, whereby the blade supporting hub 48 and the entire blade assembly, as

50 a whole, is anti-frictionally mounted for free rotation, when desired.

The freely rotatable gears 4I and 42 are adapted to be locked or clutched to standard I by brake operator lever 52 which is connected to a non- 55 rotatable brake ring 52', on the upper face of which suitable friction lining is xed.

' 1 The lever 52 is pivotally mounted at 53 to aV projection 5 4 on the standard.` Gear 43-is adapted to be locked tov standard I by brake operator lever 55 which is also connected tov a nonrotatable brake ring 55', `on the upper face of which suitable friction lining 5l* isxed. 'Ihe lever 55 is pivotally mounted at 51ft`o a projection v 58 on the standard I. A fixed collar 53 is posif 55 tioned on the .standard I above the gears 4I and 42, the lower face of which. has brake lining thereon.

lining 5I' nxed on its lower face is arranged A brake collar' 8| having a friction T0 above gear 43 and is ilxed to standard I, in anyY desired manner. It will be seen that when brake operator levers 52 and 55 are pulled downwardly, rotation of the gears 4I 42 and 43 will be stopped,

and the gears will be locked or clutched to the 75 stationary standard I.

The multi-blade, or wing-sustaining assembly, denoted as a whole atvll, comprises similarly shaped, elongated relatively-thick blades 55, 51,

- 68 and 68 having rounded or curved ends, which blades 55 and 58 are preferably slightly longer than the blades 51 and 53. Mounted on each of the said blades 55, 51, 53 and 53 are powerplants 18, 1I, 12 and 13, respectively, such as 'internal combustion engines, Diesel engines. or any desired power plant, and having the propellers attached thereto, as shown. The motors and propellers 18, 1I and 12 work as tractors,

and motor 13 and its propeller as pusher.

The blades 55, 51 and 53 are provided with the usual interior supporting structure of any desired type. and also have spars 14, 15and 15, respectively, therein, which spars terminate at their inner end into stud-shafts 13, 13 and 88, respectively, which extend beyond the inner ends yof the blades and are rotatably received in sockets 5I,32 and 33 (socket 8l and 83, not shown) which sockets are formed integrally with the ilange 48 of the blade supporting hub 48, see

Fig. 10, thus enabling the blades 55, 51 and 53 to be given their4 proper angle vof attack or inclination.

'The blade 58, has no connection'whatever with blade supporting hub 48, and is supported by struts from beneath same and a support above same, later described. The blade 53, see Fig. 31, is provided on its underside with a recess 85 into .part the struts are attached. Ball or roller bearings lII are placed in the grooveto permit blade 58 to be partially rotated 180 inva horizontal plane. A stud-shaft 3281s xedly secured centrally to the upper half 88 of the turn-table and projects yertically upwardly, through and beyond the upper side of the blade 58 and forms a vertical pivot for the -blade 58, and also a mounting for a gear hereinafter referred to, whereby the blade is movable horizontallythrough 180 of an arc of a circle for a purpose l later to be seen and described.

The power-plants 18 and 12 are xedly mounted, in any desired manner, intermediate of the ends of blades 55 and 58, respectively, while f the power-plants 1I and 13 are movably'mounted adjacent'the ends of blades 51- and 53, respectively, and are adapted to be`swung 90 horizontally on a vertical pivot. The power plants 1I and 13 are mountedidenticaliy and only one will be described, see Figs. 28 to.30, inclusive, wherein it will be seen that the end of the blade is openor cut out at 35, which opening extends' from `oneside :at a point 35 to the extreme end of the blade at a.v point 31. The. motor 1I extends partially into the blade and is pivoted at 33 to an upstanding stub-shaft 33 which shaft is nxed ina supporti which in turn is secured at I8I to a carriage sector I82. The carriage sector Il 2has its ends attachedas atl82' to the-ends of horizontally extending supporting beams |83. A sprocket gear |84 is splinedto the shaft' 33 and is disposed beneath the support I88 and the lower-face of same rests on ball- ;.bearings |84' positioned in a raceway formed in theA connecting web .|85 of the carriage sector. A second ball raceway |88 is formed in the upper face of the support Ill upon which rests the end of motor 1| whereby an anti-friction vertical pivot for the motor` is formed.

Intermediate the ends of the motor 1| and on the underside'thereof there is formed, or is attached thereto, a sector-shaped carriage support |06 having a dove-tailed rib |01 thereon which is complementary to and enters a correspondingly shaped groove |08 formed in the carriage sector |02 and in which groove roller bearings |09 are disposed, thereby providing an antifriction mount for the motor intermediate its ends. The gear I 04 has a sprocket chain trained therearound, and as hereinafter described, effects horizontal rotation of motor 1| on a vertical pivot through 90 of an arc of a circle. A movable closure ||0 of flexible metal, or other desirable material, is provided for the open end of the wing and is substantially senil-circular and conforms to the contour of the shape of the wing. The motor 1| extends through an opening intermediate the ends of this closure, and it will be seen in Fig. 28 that when the motor 1| is swung to the right on its pivot through 90 the section ||2 of the closure will close the opening 95 in the end of the blade and. the section 3 will simply be pushed back in the hollow space in the wing.

An endless sprocket chain ||5, see Fig. 8, is trained' around gear |04, and also around gear 4|, and extends through spaced openings ||6 in the ange of blade supporting hub 40 and through registering openings ||1 in the inner curved end of blade 61 and is maintained relatively taut. A second endless sprocket chain I I8 is crossed intermediate its ends as shown and is trained around .gear 42, and also around gear |04' and extends through spaced openings ||9 in the flange' of blade supporting hub 40 and through registering openings in the inner curved end of the oppositely disposed blade 69 and is also maintained relatively taut. A third endless sprocket chain |2| is trained around gear 43 and extends through spaced openings in the ilange 45 and extends radially outwardly, parallel with, above, and over a portion of the blade 68 and'is also trained around gear |22 which is xed to the shaft 92.

I'he manual control for obtaining the proper angle of attack, or incidence, or inclination 0f the blades 66, 61, 68 and 69 comprises an elongated operating tubular member, denoted, as a whole, at |23, and having a hand-wheel |24 fixed at its lower end and provided intermediate its ends with an exterior high-pitch high-speed screw |25 which is complemental to the interior screw threads 29 in the disk 25 whereby the disk 25 may be raised and lowered vertically when the operating member |23 is turned by means of the hand-wheel |24. Fitted within and ixedly secured to the operating member |23 is a tubular extension member |26 which extends through and beyond the tubular connecting member 31 into. the enclosure formed by the bell-shaped housing 35. The connecting member 31 adjacent its upper end is provided interiorly with two superposed depressions or cavities |21 and |28, which cavities are connected by a vertically extending groove |29 in the side wall of the connecting member 31. The tubular extension member |26 is provided with an opening |30 through which a locking detent |3| projects, and which detent |3| is forcibly urged outwardly by a. strongV coiled spring |32, the spring being enclosed in a socket |33. The detent |3| is adapted to slide in the vertical groove |29. and

when operating member |23'as a whole is raised or lowered, the detent |3| will snap into either of the cavities |21 or |28, according to the movement of the operating member, and willbe securely locked either in upper or'lower position until manually released, and the detent operating in the groove |29 will also prevent rotation of the operating member |23, as a whole, and allow it to only be moved vertically in a predetermined fixed path.

The upper end of the tubular extension member |26 is forked, or rather, provided with a laterallyv extending inclined arm |35 having a hollow vertically disposed free end |36, into which a shaft |31 is rotatably mounted in any desired manner. A gear |38 is splined to shaft |31 intermediate its ends and another gear I 39 is splined to shaft |131 at its upper end and is vadapted to mesh -with gear 4|, when operating member |23 is moved to its upper position. A long rod, or tubular shaft |40, which is concentrically disposed with respect to operating member |23 and its extension |26, projects beyond the hollow extension member |26 and has a gear |4| splined thereon which gear |4| is directly opposite gear |38 on shaft |31 and an endless chain |42 is trained around and connects and formsa drive for gears |38 and |4| when operating member |23 is turned. A gear |43 is also splined to the extreme upper end of the rod |40 and is adapted in one position, namely the upper position, to

`mesh With gear 43, see Fig. 14.

The rotatable hub or collar 1 and its radially outwardly extending diametrically disposed lugs 1c and 1d form an attachment or l supporting means for the lower ends of struts |45, which struts are connected at their upper ends to each of the blades 66, 61 and 69 and at their lower ends to the hub in identically the same manner, and, therefore, only one of the blades and strut connections will be described.

See Figs. 32, 35, and 36 wherein the struts are shown connected to lug 1c by means of a bolt or like fastening means |46 which passes through registering openings |41 adjacent the lower ends of the struts. A bushing |48 is positioned in one of the openings in the strut to prevent binding the ends thereof so that the struts will be capable of a pivotal movement. One of the struts |45 at its upper end is pivotally connected at |49 to a xed lug |49', which lug |49' is on the bottom side of blade 66, and the upper end of the other strut |45 is pivotally connected at |49a in a slideway |50, which slideway is also xed to the bottom side of blade 66. connected at their upper ends to the underside of turntable part 90 in identically the same manner as described with regard to blade 66. The

, lower ends of struts |5| are pivotally connected to one of the lugs on the hub 1 as at |54. The aforementioned struts, it will be seen, act to support blades 66, 61, 68 and 69 from underneath the same.

To support the blades 66, 61 and 69 from above, a freely rotatable cap is placed on the extreme upper end of standard This cap is in two parts and is held together by bolts or the like |56. Suitable ball races |51 and |58 are arranged interiorly of the cap and surround a portion of the standard adjacent its extreme upper end, as shown, see Fig. 10. The cap 55 is provided with four diametrically disposed ribs or lugs |59 which extend radially outwardly, see Fig. 11, and three of these lugs are provided Other struts |5| are zomaar l i.

spacedly secured in any desired manner to the tops of the blades 66, 61 and 60, as shown at 5 |62, thereby aiording sliding movement of the brace wires |6| in the openingsy |60 when the said blades are moved or angled. The upper support for blade 68 consists of a rigid brace |63 secured at its upper end at |63' to one of 10 the lugs |59 on the cap |56, and connected at its lower' end to the extreme upper end of shaft 02 by means of a universal joint or like connection |62.

To operatively obtain the proper angle'of atl5` tack or inclination of the blades 66, 61, 68 and 69 four suitable distorted bell-crank levers |66, |66, |61v and |68 are provided. The bell crank levers are each pivotally connected at |68 and |10 at diametrically opposite points to the rotatable rings 23 and 32, respectively. The upper free ends of the bell-crank levers are curved inwardly and are provided with openings into which the lower ends of rigid rods or the like 1| are positioned and pivotalLv held in any desired manner, for instance, as by providing shoulder |1|', and nut |1|*, and the rods incline upwardly and have their upper ends pivotally secured'at |12 to bracket |60 on the un-v dersides of the blades 66, 61, 68 and 68. Bellcrank levers |65 and |61 are of identical size and formation and have the same amount of leverage, and through their respective rods |1| cause adjustment of the angle of blades 61 and 68, respectively. Bell-crank lever |66, however, is slightly larger and has more leverage than the other, levers and must necessarily be so constructed inasmuch asrthe angle of blade 68 to which it is connected through the medium of rod |1|, requires inclination both in the posi- 4o tion as shown in 8 for horizontal iiying and inclination after it is swung 180 to operate as a helicopter. The bell-crank lever |68 which controls the inclination of blade 66 `through the medium of rod |1| requires the least angle of inclination, and therefore, lever |68 is smaller and has less leverage than the other levers, and this is due to the fact that blade 66 is stationary except for slight angling on a horizontal pivot. A gearing braking or locking operatingcable |16 extends upwardly through the casing 3,

through the opening 28 in disk 25, through opening |16 in top of casing 3', through opening 30 in bell-housing 36 where it is forked or Vsplit at |16' and is secured at its upper ends to the outerends of levers 62 and 66, and the other end of cable |16 is extended within the body of the plane, see `ll'ig. 7, and is trained over a pulley 11 and has its end-attached 'at |10 to operating lever D. The operating lever D, see Figs. 3'1 80 to 39, inclusive, is pivotally mounted at |18 to an upstanding bracket |80, which bracketis suitably secured.v in any desired manner, to the iioor of the plane. The bracket |80 is preferablyin two parts and is held together by means 05 of bolts or other desirable securing means |80' which pass through spacing sleeves I8|. I An arcuate channel guide |86 is formed in the lower portion of bracket. |80, into which an arcuate slide |06 is positioned and is adapted for sliding'movement in a xed curved path therein. f'A second brake operating cable |81 is secured at itsupper end to the outer end of brake operating lever |88, which lever is forked at its other end andpartly surrounds casing 3 ring I2 upwardly when pulled downwardly and -the other end or lower end of cable |81 is secured to the end |86' of the slide |86.

The operating lever D is hollow and is provided at its upper end with an outwardly spring- 5 pressed button which controls, in any desired manner, a detent ISI vwhich is adapted to enterl recess or depression |92 adjacent the end of the arcuate slide |86.- y

, A ratchet and pawl mechanism |03 is formed 10 on one side of the bracket |80 and has its operating rod extending upwardly parallel with the operating lever D, whereby the lever D is held in its several positions until vmanually released as by gripping lthe pivoted lever |86 to 16 release the pawl from the ratchet.

Operation ofV the device With the various parts in their respective positions as shown in Figs. l to 3, inclusive, Fig. 80 10 and Fig. 3'?, with all four motors running and assuming that proper altitude has been reached by vertical or substantially vertical ascent, and that horizontal flying, as in conventional aeroplanes, is dwred-the pilot simply pullslever 26 D from position I (see Fig. 37) to position II and detent |0| will snap into the depression |82 in the arcuate slide |06 and simultaneouslyvwithy this'movement of lever D, brake operating levers 62 and 56 will be pulled downwardly through -30 the medium of cable |16, and thereby stops rotation of gears 0|, 02 and 03 by means of the Y friction lining. l

When the gears are thus stopped rotating, th

endless chains H6, ||8 and |2| will start mov- 35 y turning of blade 68 and its motor through 180 40 of an arc or a circle. When this is accomplished, lever D is moved back to position I and thereby moves slide- |86 to dotted line position, which through the medium oi'- cable |81 and movement of slide |86 exerts a downward pull 45 on brake lever |08 and stops rotation of hub 1 by means or friction created by forcing brake ring i2 upwardly into engagement with brake flange l0, and the rollers in brake ring cooperatg ing with the corresponding depressions in brake 50 ange l0 will effect stoppage only at a predetermined position with respect to the fuselage,y sothat thebladelywillthenbeasshown in Pigs. 0 to 6, inclusive, at which instant horizontal ilying will be attained. Then the pilot 5 5 turns control-wheel |20 to the lett and through the medium oi' the screw |26 thedisk 26 willbe moved, and thereby obtain the proper angle oi' attack, or inclination of all of the blades to eiIect a more eiiective horizontal flying. It will 60 tional aeroplane. 65 Y VFor reconverting from horizontal flying to heliv copter. the pilot simply turns the hand-wheel |20 to theright, until screw |26 is dislodged from screw-threads 28, which es the angle 4of attack otthebladesandhe thenforcibly lifts '(0 the hand-wheel |20 and the entire' operating member |28 upwardly, releasing. or rather removing, detent |8| from lower recess `|28 and moving same upwardly in groove`|20 until-it snapsinupperrecess |21wbereitwillbel0ched 76 and in doing so (see Fig. 14), the Agear |39 will mesh with gear 4| and gear |43 will mesh with gear 43, it being understood that the said gears when in their upper position are disposed 'between, or rather straddled by the respective endless chains on the respective gears. Now the hand-Wheel |24 is turned again to the right and through the medium of chain |42, gear |38, gear |4|, gear |39 and gear H13-the gears 4|, 42 and 43 will be rotated and in turn cause movement of chains |l5, ||8 and |2| and effect turning ofI motors 1I and 13 from the positions in Fig. 8 through 90 horizontally and also turn entire blade Gl and its motor through 180 horizontally.

Then by simply pulling down on hand-wheel |24, thereby releasing detent |3| from upper recess |2`|, the entire operating member |23 will fall by gravity until detent |3| snaps into lower recess |28 and locks same in lower position and by pressing on button |88 the detent |9| is released from slide |86 and it goes back to its original position, and brake ring I2 which also will fall by gravity away from brake flange lll and thereby permit rotation of the entire blade assembly. It is to be understood that in moving lever D, from position I to position II the pilot must also grip lever |95 so as to release the pawl from the ratchet. It will be seen that the pawl and ratchet mechanism maintains the lever D in its several shifted positions.

From the foregoing it will be seen that I have provided an air-craft that may be flown as a helicopter or as a conventional aeroplane, and when the 'braking means are disengaged, the multi-blade assembly will be capable of a free rotation, and, if the motive power fails, autorotation will be effected and a safe landing be made. It is to be understood that when the machine is to. be operated on the auto-rotation principle, the blades will be adjusted, minus 3 to plus 5, as to their angle of attack or inclination.

The machine, as constructed, is light in weight and embodies sound aeronautical principles; the motors are relatively light in weight and are capable of propelling the machine at a high rate of speed. I'he operating mechanism for the control of the blades and for converting the machine from a. helicopter to a conventional aeroplane and vice versa is relatively simple and inexpensive and capable of long and efficient use. It is to be distinctly understood that while I have shown four blades 66, 61, 68 and 69, the machine will y, as aforesaid, by using only two of such blades, namely blades 66 and 68. However, four blades, or more, if desired, are conducive to more effective ying of the machine.

I desire it further understood that in mentioning aeroplane' and helicopter herein, such are to be considered in their broader aspect as regards the type of machine. In other words, I contemplate use of my invention with any type of heavier-than-air, or lighter-than-air machine. Fuel may be supplied to the 'power plants in any desired manner, and be under control of the pilot within the fuselage.

1. An aircraft of the character described comprising an elongated fuselage, a rotatable multibladed lift .and sustaining assembly 'consisting of four blades mounted above and associated with the fuselage, motive power means adjacent the may be own as a helicopter, and means for braking and stopping rotation of and locking the wing assembly in a predetermined position so that two of the blades are parallel with and spaced above the elongated fuselage, and another two of said blades are projecting substantially at right angles beyond and above opposite sides of the fuselage adjacent the forward end thereof and in such position the machine may be iiown horizontally.

2. An aircraft of the character described comprising an elongated fuselage, a multi-bladed lift and sustaining assembly rotatably supported above the fuselage, power plants having a propeller attached, mounted adjacent the extreme free ends of two of the blades and intermediate of the ends of 'two of the blades, three of which power plants and propellers propel the aircraft as tractors, and a fourth motor and propeller adjacent the extreme free end of one of said blades `which propels as a pusher.

3. An aircraft as defined in claim 2, wherein one of the blades having a power-plant with a propeller thereon xedly secured thereto intermediate its ends, is capable of movement Aindependently of said other blades 180 horizontally on a vertical pivot.

4. An aircraft of the character described comprisingan elongated fuselage, a lift and sustaining assembly rotatable as a unit, comprising four elongated blades of similar contour extending radially outwardly from diametrically oppositely disposed points from a supporting standard, two of said blades each having a power plant fixedly secured thereto intermediate of the ends thereof, and the other two of said blades each having a power plant pivotally secured at their ends and capable of movement through of an arc of a circle, and one of the said blades having the power plant intermediate its end being so Supported so as to be moved horizontally through an arc of a circle.

5. An aircraft of the character described comprising an elongated fuselage, an upright supporting standard secured to and projecting vertically above the fuselage, a lift and sustaining assembly rotatable as a unit mounted on said projecting portion of. the standard and having four similarly shaped elongated blades each having a power plant thereon and extending radially outwardly from diametrically opposite points on the standard, a rotatable hub on the standard into which three of the blades are mounted at their inner ends so as to have a movement to thereby enable the said blades to be angled, the fourth blade being capable of movement 180 horizontally, means on the standard andvunder control 0f the pilot to effect angling of all of the said blades, and braking means mounted on the standard and also under control of the pilot for stopping rotation of the lift and sustaining assembly as a whole.

6. An aircraft as defined in claim 5, wherein i the `braking means effects stoppageof the rotatable lift and sustaining assembly at a predetermined position so that two of. the blades are parallel with the fuselage and the other two blades including the blade rotatable through 180 horizontally project beyond the sides of the fuselage at substantially a right angle thereto.

'7. An aircraft of the character described comprising an upright supporting standard secured to and projecting vertically above the fuselage, a rotatable hub mounted on the projecting portion Y, ofsaid standard, a lift and sustaining assembly consisting of four similarly shaped blades, three of which blades are mounted at their inner ends inthe said hub so as to have movement therein, a rotatable brake hub mounted on said standard below the first mentioned hub,.struts, the said struts being anchored at their lower ends to the brake hub and at their upper ends to the under sides of the blades, means attached to the extreme upper end of the standard with which supporting means are associated and attached to each of the blades on their upper surfaces, means mounted on the standard and under control. of

the pilot for eiecting change of `angle ofinclination of the blades, and braking means engageable being so constructed so that upon stoppage of with said brake hub to stop rotation of the blade assembly,l the said brake hub and braking means 9. An aircraft braking structure as defined in claim 7, wherein the braking means is in the form of av non-rotatable ringand surrounds the standardand the brake hub also surrounds the standard in superposed relationship with respect to the brake ring, and the brake ring having dilerent size rollers mounted therein at oppositely spaced points, which rollers are adapted to enter correspondingly shaped and sized depressions in the brake hub whereby stoppage of the blade 'lift and sustaining assembly is effected at a predetermined position with respect to the fuselage.

10. A four-bladed rotatable lift and sustaining assembly of the character described, wherein two of said blades each have a power plant mounted on a vertical pivot adjacent their outer ends, the other two blades each having a power plant intermediate of their ends, one of said last mentioned blades being mounted so as to be capable of movement in a horizontal plane and the other of said last mentioned blades being stationarily mounted,

automatic and manual means for effecting movement of each of the rst mentioned motors in a horizontal plane and also the said blade capable of movement in a horizontal plane.

11. A lift and. sustaining assembly for aeroplanes comprising two similarly shaped blades adapted to project beyond opposite sides of -an aeroplane fuselage, each having a power plant associated therewith, one of -said blades being, at will, stationarily mounted except for inclination thereof, the other blade being mounted so as to be inclined and also rotated through an arc of a circle in a horizontal plane independentlyof said other blade.

12. A lift and sustaining blade assembly for aircraft comprising at least two blades, one of said blades being, at will, stationarily mounted except for angling or inclination thereof and the other blade being mounted so as to be inclined or angled and also rotated 180 through an arc of acircle in a horizontal plane. A

YRGEN BARON sILBERG voN STACKELBERG. 

